System and method for filling a trailer reservoir

ABSTRACT

A controller on a tractor portion of an articulated vehicle includes an electrical input port adapted to receive an electrical input signal based on a command to unpark a trailer portion of the articulated vehicle and an electronic processor adapted to: receive the electrical input signal from the electrical input port; identify, based on the electrical input signal, when the command to unpark the trailer is received at the electrical input port; and based on the command to unpark the trailer, transmit an electrical output signal to an electrical output port for causing supplemental compressed air to be communicated from the tractor to the trailer for filling an air tank on the trailer using a quick-fill mode.

BACKGROUND

The present invention relates to filling a trailer reservoir. It findsparticular application in conjunction with quick-filling the trailerreservoir and will be described with particular reference thereto. Itwill be appreciated, however, that the invention is also amenable toother applications.

Articulated vehicles include a towing portion (e.g., a tractor) and atowed portion (e.g., a trailer). Each of the tractor and the trailerincludes respective tanks for storing compressed air used to brake thevehicle. The air tank on the trailer is filled with compressed airgenerated on the tractor. Compressed air communicated from the tractorto the trailer air tank passes through a tractor protection valve on thetractor. The tractor protection valve protects air on the tractor in theevent of a downstream failure (e.g., leak) on the trailer.

While charging the trailer air tank, the compressed air passes through asmall orifice in a trailer dash valve before being communicated to thetrailer air tank via the tractor protection valve. Since the smallorifice restricts flow of the compressed air used for charging thetrailer air tank, the charging time of the trailer air tank tends isextended. The extended fill time becomes a bigger issue when the trailerhas a “spring brake priority” valve that releases the trailer parkingbrakes before charging the trailer air tanks, which are used forsupplying compressed air to the trailer service brakes. Therefore thespring brake priority valve may result in an undesirable situation inwhich the trailer spring brakes are released before the trailer air tankis sufficiently charged for applying the trailer service brakes.

The present invention provides a new and improved apparatus and methodwhich addresses the above-referenced problems.

SUMMARY

In one aspect of the present invention, it is contemplated that acontroller on a tractor portion of an articulated vehicle includes anelectrical input port adapted to receive an electrical input signalbased on a command to unpark a trailer portion of the articulatedvehicle and an electronic processor adapted to: receive the electricalinput signal from the electrical input port; identify, based on theelectrical input signal, when the command to unpark the trailer isreceived at the electrical input port; and based on the command tounpark the trailer, transmit an electrical output signal to anelectrical output port for causing supplemental compressed air to becommunicated from the tractor to the trailer for filling an air tank onthe trailer using a quick-fill mode.

BRIEF DESCRIPTION OF THE DRAWINGS

In the accompanying drawings which are incorporated in and constitute apart of the specification, embodiments of the invention are illustrated,which, together with a general description of the invention given above,and the detailed description given below, serve to exemplify theembodiments of this invention.

FIG. 1 illustrates a schematic representation of a simplified componentdiagram of an exemplary valve system in a first state in accordance withone embodiment of an apparatus illustrating principles of the presentinvention;

FIG. 2 illustrates a schematic representation of a simplified componentdiagram of an exemplary valve system in a second state in accordancewith one embodiment of an apparatus illustrating principles of thepresent invention; and

FIG. 3 is an exemplary methodology of filling a trailer reservoir inaccordance with one embodiment illustrating principles of the presentinvention.

DETAILED DESCRIPTION OF ILLUSTRATED EMBODIMENT

With reference to FIG. 1, a simplified component diagram of an exemplarysystem 10 for fluidly communicating pressurized fluid (e.g., compressedair) is illustrated in accordance with one embodiment of the presentinvention. The system 10 is part of an associated vehicle combination 12(e.g., a vehicle), which includes a tractor portion 14 and a trailerportion 16, and includes an isolation check valve 20. The isolationcheck valve 20 receives a pneumatic fluid (e.g., air) from a source suchas, for example, a reservoir 22 (e.g., an air tank). The isolation checkvalve 20 includes a pneumatic supply port 24 and a pneumatic deliveryport 26.

The pressurized pneumatic fluid at the pneumatic delivery port 26 isfluidly communicated to a supply port 30 of a trailer control valve 32.Delivery of the pressurized pneumatic fluid from the trailer controlvalve supply port 30 to a trailer control valve delivery port 34 isselectively controlled based on at least one of a driver demand controlsignal and an electronic signal (e.g., a quick-fill signal).

In the illustrated embodiment, the driver demand control signal is apneumatic signal received at a trailer control valve control port 36(e.g., a pneumatic port) from a foot brake valve 40. The foot brakevalve 40 is controlled (e.g., depressed) by an operator of the vehicle12 to demand service braking on both the tractor 14 and the trailer 16.More specifically, to demand more braking, the operator depresses thefoot brake valve 40 farther. Full fluid communication is achieved whenthe foot brake valve 40 is fully depressed. In other embodiments, it iscontemplated that the driver demand control signal is an electronicsignal received at an electronic trailer control valve control portbased on the driver's demand for service braking on both the tractor 14and the trailer 16. Although the trailer control valve 32 is illustratedas a pneumatic valve, other embodiments in which the trailer controlvalve 32 is an electronic valve or an electro-pneumatic valve are alsocontemplated.

As described in more detail below, the quick-fill signal is anelectronic signal received at an electrical input port 42 of the trailercontrol valve 32. Upon receiving the electronic quick-fill signal at theelectrical input port 42, full fluid communication between the trailercontrol valve supply port 30 and the trailer control valve delivery port34 is achieved. In other words, the quick-fill signal causes the trailercontrol valve 32 to simulate the foot brake valve 40 being fullydepressed.

In one embodiment, the electrical input port 42 electricallycommunicates with a controller 44 and a processor 46 via a vehicle databus 50.

A tractor protection module 52 includes a supply port 54 (e.g., input),a delivery port 60 (e.g., output) and a control port 62. The tractorprotection supply port 54 fluidly communicates with the tractorprotection delivery port 60 based on a control signal received at thetractor protection control port 62. In the illustrated embodiment, thetractor protection control port 62 is a pneumatic port that receives apneumatic control signal. However, other embodiments, in which thetractor protection control port 62 is an electronic port that receivesan electronic control signal, are also contemplated.

In the illustrated embodiment, the tractor protection supply port 54fluidly communicates with the tractor protection delivery port 60 basedon a pneumatic pressure at the tractor protection control port 62. Inone embodiment, the pneumatic pressure at the tractor protection controlport 62 is received from a trailer park control valve 64 and is referredto as a trailer park brake pressure.

In one embodiment, the trailer park control valve 64 is a pneumaticvalve actuated by the operator by, for example, manually taking action(e.g., moving) a “plunger” switch. Once actuated, the trailer parkcontrol valve 64 passes the compressed air from the reservoir 22 to thetractor protection control port 62, via the trailer park control valve64, to disengage (e.g., unpark) park brakes 66 on the trailer 16. It isto be understood that the trailer park control valve 64 restricts theflow of the compressed air from the reservoir 22 to the tractorprotection control port 62 via, for example, an orifice. Since the flowof the compressed air from the reservoir 22 to the tractor protectioncontrol port 62 is restricted, the time for filling a trailer reservoir70 (e.g., trailer air tank) is increased.

The trailer park brake pneumatic pressure at the tractor protectioncontrol port 62 (e.g., trailer park brake pressure) is below apredetermined threshold if the plunger switch is in a first position sothat the associated vehicle combination 12 is in a parked state (seeFIG. 1) (e.g., a trailer park brake 66 is engaged). Conversely, thetrailer park brake pneumatic pressure at the tractor protection controlport 62 (e.g., trailer park brake pressure) is at least thepredetermined threshold if the plunger switch is in a second position sothat the associated vehicle combination 12 is in an unparked state (seeFIG. 2) (e.g., the trailer park brake 66 is disengaged). While thevehicle combination 12 is in the unparked state (see FIG. 2), thetractor protection supply port 54 fluidly communicates with the tractorprotection delivery port 60 so that the pneumatic pressure at thetractor protection supply port 54 is fluidly communicated to the tractorprotection delivery port 60, during which time the tractor protectionmodule 52 is also in an unparked state. While the vehicle combination 12is in the parked state (see FIG. 1), the tractor protection supply port54 does not fluidly communicate with the tractor protection deliveryport 60, during which time the tractor protection module 52 is also inan parked state.

The pneumatic pressure at the tractor protection delivery port 60fluidly communicates with a control glad-hand 72, which also fluidlycommunicates with a control port 74 of the trailer service brake system84. The pneumatic pressure at the tractor protection control port 62(e.g., the trailer park brake pressure) fluidly communicates with asupply glad-hand 76, which also fluidly communicates with a supply port80 of the trailer park brake 66 and the trailer reservoir 70.

The trailer 16 includes a trailer brake system 82, which includes thetrailer park brake 66 and a trailer service brake system 84. The trailerservice brake system 84 includes the trailer reservoir 70 that storesthe compressed air to be used for actuating trailer service brakes 86.The trailer park brake 66 is engaged when the compressed air deliveredfrom the supply glad-hand 76 is below a trailer park brake thresholdpressure and disengaged when the compressed air delivered from thesupply glad-hand 76 is at least the trailer park brake thresholdpressure.

A one-way check valve 90, which includes a supply port 92 and a deliveryport 94, is between the tractor protection control port 62 and thetractor protection delivery port 60. The one-way check valve 90 allowsone-way fluid communication of the pressurized air from the check valvesupply port 92, which fluidly communicates with the tractor protectiondelivery port 60, to the check valve delivery port 94, which fluidlycommunicates with the tractor protection control port 62, based on therelative pressures at the tractor protection delivery port 60 and thetractor protection control port 62. For example, if the pressure of thecompressed air at the tractor protection delivery port 60 is greaterthan the pressure at the tractor protection control port 62 by acheck-valve threshold pressure, the compressed air is passed from thecheck valve supply port 92 to the check valve delivery port 94.Consequently, the compressed air passed from the tractor protectiondelivery port 60 to the supply glad-hand 76 is fluidly communicated tothe trailer park brake 66 and the trailer reservoir 70.

While the vehicle combination 12 is in the parked state (see FIG. 1),the trailer park brake pneumatic pressure at the check valve deliveryport 94 is below the check-valve threshold pressure. To initiate acommand to unpark the trailer park brakes 66, the operator moves theplunger of the trailer park control valve 64 from the first position(FIG. 1) to the second position (FIG. 2). An electrical sensor 96detects the trailer park control valve 64 is set to the second position.Once the electrical sensor 96 detects the trailer park control valve 64is set to the second position, the electrical sensor 96 transmits anelectrical signal to the controller 44, via the data bus 50, indicatingthe command to unpark the trailer park brake 66 has been initiated.Alternatively, the electrical sensor 96 transmits a signal indicatingthe position of the trailer park control valve 64 whenever the trailerpark control valve 64 is moved from one position to another position.

The electrical signal identifying the command to unpark the trailer parkbrake 66 has been initiated is received at an electrical input port 100of the controller 44. The processor 46, which in one embodiment isincluded in the controller 44, receives the electrical signal indicatingthe command to unpark the trailer park brake 66 has been initiated. Theprocessor 46 transmits an electrical output signal to an output port 102of the controller 44 based on the command to unpark the trailer parkbrake 66. For example, upon receiving the command to unpark the trailerpark brake 66, the processor 46 identifies the command to unpark thetrailer park brake 66 has been initiated and transmits the electricalquick-fill signal to the output port 102 of the controller 44 forfilling the trailer reservoir 70 relatively more quickly.

The electrical quick-fill signal is transmitted from the output port 102of the controller 44 to the trailer control valve electrical input port42. Once the electrical quick-fill signal is received at the trailercontrol valve electrical input port 42, the trailer control valve 32 isset to a quick-fill mode so that full fluid communication between thetrailer control valve supply port 30 and the trailer control valvedelivery port 34 is achieved. Since the trailer control valve 32 is setto full fluid communication and the tractor protection module 52 is inthe unparked state (FIG. 2), the full pressure of the compressed airfrom the reservoir 22 is transmitted to the tractor protection moduledelivery port 60 via the trailer control valve supply port 30, thetrailer control valve delivery port 34 and the tractor protection modulesupply port 54. As long as the pressure at the tractor protection moduledelivery port 60 (e.g., the pressure at the check valve supply port 92)is higher than the pressure at the tractor protection module controlport 62 (e.g., the pressure at the check valve delivery port 94) by atleast the check-valve threshold pressure, the compressed air at thecheck valve supply port 92 passes through the check valve 90 to thecheck valve delivery port 94.

The compressed air at the check valve supply port 92 that passes throughthe check valve 90 to the check valve delivery port 94 is referred to assupplemental compressed air that supplements the primary compressed airalready at the check valve delivery port 94 (e.g., the tractorprotection module delivery port 60). As discussed above, the volumetricflow of the primary compressed air to the check valve delivery port 94is restricted. Both the primary and supplemental compressed air at thetractor protection module delivery port 60 combine and pass to thetrailer brake system 82 via the supply glad-hand 76. The combinedprimary and supplemental compressed air create an increased volumetricflow of the compressed air passed to the trailer brake system 82 via thesupply glad-hand 76. More specifically, the volumetric flow of thecombined primary and supplemental compressed air is increased relativeto the volumetric flow of the primary compressed air alone (e.g., thestandard volumetric flow used during a standard-fill mode, which is alsoreferred to as a non-quick-fill mode). The increased volumetric flow ofthe compressed air passed to the trailer brake system 82 is fluidlycommunicated to both the trailer park brake 66 and the trailer reservoir70, which results in both quicker release of the trailer park brake 66and quicker fill time of the trailer reservoir 70, relative to standardvolumetric flow. The quicker release of the trailer park brake 66 andquicker fill time of the trailer reservoir 70, relative to standardvolumetric flow, result from the operator moving the plunger of thetrailer park control valve 64 from the first position (FIG. 1) to thesecond position (FIG. 2), which causes the trailer control valve 32 tobe set to the quick-fill mode.

A pressure sensor 110 transmits an electronic signal based on a pressureat the tractor protection delivery port 60 (e.g., the pressure at thecheck valve supply port 92). The input port 100 of the controller 44 andthe processor 46 receive the electronic signal from the pressure sensor110. If the processor 46 determines the pressure at the tractorprotection delivery port 60 is below a tractor protection delivery portthreshold, the processor 46 transmits an electronic signal to activate anotification device 112 for notifying the operator of the vehicle 12that the pressure at the tractor protection delivery port 60 is belowthe tractor protection delivery port threshold.

A wheel speed sensor 114 is associated with a wheel 116 on the vehicle12. The wheel speed sensor 114 transmits a signal to the controller 44and the processor 46 based on the speed of the wheel 116. The processor46 transmits a signal to the notification device 112 based on the speedof the wheel 116 and the fill mode (e.g., either quick-fill mode orstandard-fill mode). For example, if the rotational speed of the wheel116 is above a predetermined speed threshold and the fill mode is notset to the quick-fill mode, the processor 46 transmits a signal to thenotification device 112 to notify the vehicle operator the vehicle 12 ismoving above the predetermined speed threshold and the fill mode is notset to the quick-fill mode, which could indicate an unsafe drivingcondition.

With reference to FIG. 3, an exemplary methodology of the system shownin FIGS. 1 and 2 for filling a trailer air tank using a quick-fill modeis illustrated. As illustrated, the blocks represent functions, actionsand/or events performed therein. It will be appreciated that electronicand software systems involve dynamic and flexible processes such thatthe illustrated blocks and described sequences can be performed indifferent sequences. It will also be appreciated by one of ordinaryskill in the art that elements embodied as software may be implementedusing various programming approaches such as machine language,procedural, object-oriented or artificial intelligence techniques. Itwill further be appreciated that, if desired and appropriate, some orall of the software can be embodied as part of a device's operatingsystem.

The method starts in a step 212. During a step 214, the operator of thevehicle moves the plunger switch to the second position to actuate thetrailer park control valve 64 so that the primary compressed air passesfrom the reservoir 22 to the tractor protection control port 62, via theorifice in the trailer park control valve 64, to disengage (e.g.,unpark) the park brakes 66 on the trailer 16. Upon actuating the trailerpark control valve 64, the electrical sensor 96 detects the trailer parkcontrol valve 64 is set to the second position and transmits, during astep 216, an electrical signal indicating the command to unpark thetrailer park brake 66 has been initiated. The controller 44 andprocessor 46 receive the electrical signal and identify the operator'sdesire (e.g., command) to unpark the trailer park brakes 66 in a step220.

A determination is made in a step 222 whether the operator commanded tounpark the trailer park brakes 66. If it is determined in the step 222that the operator did not command to unpark the trailer park brakes 66,control returns to the step 212. Otherwise, if it is determined in thestep 222 that the operator did command to unpark the trailer park brakes66, control passes to a step 224.

In the step 224, the quick-fill signal is transmitted to the electricalinput port 42 of the trailer control valve 32 for setting the trailercontrol valve 32 to the quick-fill mode so that there is full fluidcommunication between the trailer control valve supply port 30 and thetrailer control valve delivery port 34 in a step 226. As discussedabove, the quick-fill mode causes the supplemental compressed air to betransmitted from the tractor protection module delivery port 60 to thetrailer brake system 82 via a pneumatic line 120 on the tractor 14associated with the control glad-hand 72, the check valve 90, apneumatic line 122 on the tractor 14 associated with the supplyglad-hand 76 (where the supplemental compressed air is combined with theprimary compressed air), and the supply glad-hand 76.

A pressure sensor signal is received by the controller 44 and processor46 in a step 230. If it is determined in a step 232 that the pressure inthe pneumatic line 120 on the tractor 14 associated with the controlglad-hand 72 is below a predetermined threshold, a notification signalis transmitted to actuate notification device 112.

In a step 234, a the controller 44 and processor 46 receive theelectrical wheel speed signal from the wheel speed sensor 114. If it isdetermined in a step 236 that the rotational speed of the wheel 116 isabove the predetermined speed threshold and the fill mode is not set tothe quick-fill mode, the processor 46 transmits the signal to thenotification device 112 to notify the vehicle operator the vehicle 12 ismoving above the predetermined speed threshold and the fill mode is notset to the quick-fill mode.

In a step 240, a determination is made whether an exit condition exists.An exit condition exists, for example, if the operator depresses thefoot brake valve 40, if the processor 46 receives a signal from thewheel speed sensor 114 indicating the rotational speed of the wheel 116is above the predetermined speed threshold, if the tractor 14 isunparked, and/or if a transmission of the vehicle 12 is put in gear,etc. If it is determined in the step 240 that an exit condition does notexist, control returns to the step 230. Otherwise, if it is determinedin the step 240 that an exit condition exists, control passes to a step242.

In the step 242, after the trailer reservoir 70 is filled, the trailercontrol valve 32 is set to the standard-fill mode. Control then passesto a step 244 to end.

While the present invention has been illustrated by the description ofembodiments thereof, and while the embodiments have been described inconsiderable detail, it is not the intention of the applicants torestrict or in any way limit the scope of the appended claims to suchdetail. Additional advantages and modifications will readily appear tothose skilled in the art. Therefore, the invention, in its broaderaspects, is not limited to the specific details, the representativeapparatus, and illustrative examples shown and described. Accordingly,departures may be made from such details without departing from thespirit or scope of the applicant's general inventive concept.

I/We claim:
 1. A controller on a tractor portion of an articulatedvehicle, the controller comprising: an electrical input port adapted toreceive an electrical input signal based on a command from an associatedtrailer park control valve to unpark a trailer portion of thearticulated vehicle; an electronic processor adapted to: receive theelectrical input signal from the electrical input port; identify, basedon the electrical input signal, when the command to unpark the traileris received at the electrical input port; and based on the command tounpark the trailer, transmit an electrical output signal to anassociated trailer control valve, via an electrical output port, forcausing supplemental compressed air to be communicated to an air tank onthe trailer via the associated trailer control valve and an associatedcheck valve, the supplemental compressed air being combined with primarycompressed air downstream of the associated check valve for filling theair tank on the trailer using a quick-fill mode.
 2. The controller asset forth in claim 1, wherein the electronic processor is furtheradapted to: identify the command to unpark the trailer has been receivedat the electrical input port indicating an operator of the articulatedvehicle has taken action to unparked the trailer.
 3. The controller asset forth in claim 1, wherein: the electrical output signal causes thesupplemental compressed air to be communicated to the air tank on thetrailer via a control line associated with a control glad-hand.
 4. Thecontroller as set forth in claim 3, wherein: the electrical input portis also adapted to receive a pressure sensor signal indicative of apressure in the control line; the electronic processor is also adaptedto receive the pressure sensor signal from the electrical input port;and the electronic processor is adapted to notify an operator of vehiclebased on the pressure sensor signal.
 5. The controller as set forth inclaim 3, wherein: the command to unpark the trailer causes the primarycompressed air to be communicated to the air tank on the associatedtrailer via a supply line of a tractor protection valve; and thesupplemental compressed air and the primary compressed air combine tofill the trailer air tank relatively quicker during the quick-fill modecompared with only the primary compressed air filling the trailer airtank during a standard-fill mode.
 6. The controller as set forth inclaim 1, wherein: the electrical input port is also adapted to receive awheel speed sensor signal; the electronic processor is also adapted toreceive the wheel speed sensor signal from the electrical input port;and the electronic processor is adapted to notify an operator of vehiclebased on the wheel speed sensor signal.
 7. The controller as set forthin claim 6, wherein: the electronic processor is adapted to transmit anotification signal for notifying the driver if the wheel speed sensorsignal indicates the associated wheel has a rotational speed above apredetermined speed threshold.
 8. The controller as set forth in claim1, wherein: the supplemental compressed air combined with the primarycompressed air results in an increased volumetric flow of compressed airto the trailer air tank.